Turbine torque converter and clutch



June 25 l940- J. JANDAsEK TURBINE TORQUE CONVERTER AND CLUTCH Filed Feb.23, 1955 9 Sheets-Sheet 1 June 25, 1940.

J. JANDAsEK 2,205,794

TURBIHE TORQUE CONVERTER AND CLUTCH Filed Feb. 23, 1935 9 Sheets-Sheet 2/53 if l 2 ai INVENTOR.

.im 29,1940. 'J NDASEK 2,205,794

TURBINB 'PORQUE CDNVERTBR AND CLUTCH Filed Feb. 25. 1955 9 Sheets-Sheet3 `lune 25, 1940. J. JANDASEK waarna ToxQUE CONVERTER AND 'CLUTCH FiledFeb. 23. 19:5 9 sheets-sheet 4 .L JANDASEK 2,205,794

TURBINE TDRQUE CONVERTER AND CLUTCH Filati Feb. 23. 1935 June 25 1940.J. JANASEK TURBINE 'PORQUE CONVERTER AND CLUTCH Fiamma. as, 1935s-sneets-shee-z s INVENTOR.

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June 25, 1940. J. JANDASEK 2@ n TURBINB TORQUE CONVERTER AND CLUTCHFiled Feb. 23, 1935 9 Sheets-Sheet '7 "lilrnia ENGINE Grial sox' INV ENTOR.

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June 25, '1940,i J. .MNDASEK TURBINE TORQUE CONVERTER AND CLUTCH FiledFeb. 23, 1,9255 9 Sheets-Sheet 8 *fig-51 .449 7a 501 484 96 am 'W 425 i7'00"0' 995 593/ j 53 4705 502 I' s ,fase El 20554 INVENTOR. 55 424|/tvndcug mk, a. M

J. JANSEK TURBINE TORQUE CONVERTER MJD CLUTCH Filed Feb. 23, 1935 9 Sheets-Sheet 9 @Si 654 @sa SI2 l v 7* l 562% ,l Y Fels 69.1 als GnSA [N VENTOR.

Patented June 25, 1940 Y TURBINE TORQUE CONVERTER AND CLUTCH JosephJandasek, Cicero, Ill; Application February 23, 1935, Serial No. 7,896

8 Claims.

This invention relates to a rotary apparatus' for the transmission ofpower of the type comprising a passage for ii 'd including a pumpimpeller, turbine runners and a guide wheel.

The invention provides a high speed rotary mechanism for thetransmission of power by means of a iluid at varying speeds such thatfrom anyI applied driving speed and torque a driven speed and torque areobtained of which thetorque varies automatically in accordance with the'load and the speed varies inversely as the torque, the eflciency beinghigh throughout the whole range of speeds, owing to innite number ofinclinations of the driving, driven and stationary vanes at all speedsand loads.

In order to increase the speed rang-e I have used pivoted vanes for theblade wheels which vanes are automatically and continuously (not step bystep) adjustable under the inuence of the uid. At the same timeI haveprovided the blade wheels with a series hof vanes; auxiliary vanes torectify streamlines `for the main vanes, to obtain orderly iiow betweenthe main vanes and to reduce the number of the main vanes. 'I'he bestefficiency of the device is when gearing ratio is about 1:1.

'I'he main object of my invention is to maintain the eillciency of thetorque converter constantly high, especially at high speeds, bycontinuously adjustable vanes and by means of inserted auxiliary vanes.

Another object of my invention is to provide a new combination of theuid torque converter with a reverse gear and to provide a quick andpositive method for shifting into forward vor reverse by inventing ashifting unit equipped with a synchronizing mechanism, so the runnershaft can be locked to the reverse gear shaft, at any conditions.

To attain these and other objects I have provided the impeller, therunner, and the guide wheel with spring vanes which are made to turn ontheir pivots and possess substantially correct y entrance angles forevery speed, the vanes being adjustably rotatable on their pivots bymeans of the iiuid. I have used hydrofoil shape each set having itsnumber, length, pitch, radial height, etc., correctly determined for thebest efiiciency and according to amount of deflection of iiuid necessaryin each particular set.

With these and other objectsin view, my invention consists incombination, arrangement and construction herein described, claimed, andillustrated in the drawings, it being understood that several sets ofvanes of y many changes may be made in the parts and details ofconstruction within the scope of the appended claims, without departingfrom the spirit of the invention.

Some o1 the many possible embodiments of the invention are illustratedin the drawings, in which:

Fig. 1 is a longitudinal section of a turbine torque converter combinedwith a change speed gear transmission constructed in accordance with myinvention. Fig. 2 is a vertical section of the same converter taken online 2-2 of Fig. 1.

Fig. 3 shows an arrangement of springs for controlling ixnpeller vanesinclination.

Fig. 4 is a vertical section of the converter on M line 4-4 of Fig. 1.

Fig. 5 is a vertical view of the upper half of an outer member ofsynchronizing clutch.

Fig. 6, 6N and '7 illustrate an alternative arrangement of iiexiblevanes for the runner.

Fig. 8 is a view oi the main drive pinion; Fig. 9 is a, view of an innermember of the synchronizing unit; Fig. 10 is a view of a shifting sleeveused in `the gear transmission.

Fig. 11 is a vertical section of the converter taken on line il-Ii oiFig. 1; Fig. 12 is a section taken on line lili2 of Fig. 11; Fig. 13 isa perspective view of a spring guiding block.

Fig. 14M shows diagrammatically the positions of the main gates of theguide wheel, for heavy loads; Fig. 14N is a view similar to Figure 14Mshowing the positions of the main gates for light loads, for theconverter of Fig. 1 and Fig. 55; Fig. 15M is a diagrammatic developmentof the impeller entrance and discharge vanes, for heavy a5 loads; Fig.15N is a view similar to Fig. 15M for light loads. Fig. 15A is adiagrammatic view illustrating an alternative design of impeller vaneswherein the movement of entrance vanes is limited by the dischargevanes; Fig. 15B is a diagrammatic view illustrating how the movement ofthe entrance vanes is checked not only by the discharge vanes, but alsoby separate stops. Figs. 16A to 16L show various main runner vanes incombination with auxiliary vanes; 45 Fig. 16A shows thick auxiliaryvanes interposed between the main vanes; Fig. 16B shows small auxiliaryvanes positioned between the main vanes; Fig). 16C shows auxiliary vaneslocated in front of the main vanes; Fig. 16D shows a 0 split vane; Fig.16E shows an embodiment having one auxiliary vane positionedintermediate the main vanes; Fig. 16F illustrates auxiliary vanespositioned in front of the main vanes; Fig. 16G illustratesdiagrammatically the resulting 55 turbulence where main vanes areemployed without auxiliary vanes; Fig. 16H illustrates two differentlyshaped auxiliary vanes positioned in iront of the main vanes; Fig. 161illustrates an 5 embodiment having four auxiliary vanes atA the inlet tothe main vanes; Fig. 16K'illustrates one thickauxiliary vane positionedposterior to the entrance edge of the main vanes; Fig. 16L illustratesspr-ing auxiliary vanes; Fis. 16M is a diagrammatic development ofrunner vanes in the same converters for heavy load; Fig. 16N is a viewsimilar to Fig. 16M for light load; Fig. 17A illustrates a guide wheelvane having two sections adapted to form one streamlined vane; Fig. 17Billustrates semi-free auxiliary vanes; Fig. 17M illustrates pivotedentrance vanes for the guide wheel for heavy loads; Fig. 17N is a viewsimilar to Fig. 17M for light load;

Fig. 18 shows a runn'er vane; Fig. 19 is a perspective view of a pivotfor the same vane.

Figs. 20 to 26 illustrate alternative designs oi the main gates;

Fig. 20 illustrates gates having a stationary iront section and ashiftable rear section;

Fig. 2l is a vertical section of gates having a pin and block adjustmentmechanism to vary the angle of the gates;

Fig. 22 is an elevational view of Figure 21 showing furtherl details ofthe adjustment 30 mechanism;

Fig. 23 is an elevational view illustrating a modified form of adjustingmechanism;

Fig. 24 is a vertical section of Figure 23;

Fig. 25 is an elevational view illustrating a 35 link adjustment meansfor controlling the angle oi the gates;

Fig. 26 is a vertical section of Figure 25; Figs. 247 and 28' arevertical sections representing two different designs of shifting units.46 Fig. 29 is a vertical section-showing a synchronizing mechanism withcoil clutch. l/

Fig. 30 is a vertical section of a synchronizing mechanism wherein natsprings are employed;

Fig, 31 is a view taken on the line 3I-3l oi'A Figure 30;

Fig. 32 is a vertical section of a synchronizing mechanism combined witha one-way clutch;

Fig. 33 is a view taken on the lne 33-33 of Figure 32;

Fig. 34 illustrates an entrance guide vane;

Fig. 35 isa vertical section through a converter combined with aplanetary gear transmission: Fig. 36 illustrates a diagrammaticdevelopment of the vanes in the same converter.

Fig. 37 is a section showing a device with shiftable runner Fig. 38shows a combination oi a turbine transmission with a mechanical clutch.Y

Figs. 39 and 40 represent a transverse section and a longitudinalsection, respectively,ofamodi fied construction of a one-way clutch forconverter of Fig. 1.

Fig. 41 is a vertical section of the upper half of a reversibleturbo-transmission; view of a sleeve which operates the varies in Fig.4l; Fig. 43 illustrates various positions ot the runner vanes of thesame device.

Fig, 44 is a vertical section of the upper lralf of another means ofturning and adjusting runner vanes.

Fig. 45 is a vertical section of the upper half of a multi-stageturbo-transmission.

Fig. 46 shows an arrangement where the fluid device is located at therear end oi a gear transmission.

ary casing Fig. 421 is a.4

anomali i Fig. 47 illustrates a water cooled turbo-transmission. Y,

Fig. 48 shows a double flow transmission; Fig. 49 illustrates a modiedtwo stage transmission;

Fig. 50 is a diagrammatic view illustrating the control means for thegates of Figure 49;

Fig. 5l is a sectional view of a modiiied torque converter whereinreverse is obtained by shifting the guide vanes into and out of'the uidcircuit;

Fig. 52 is a diagrammatic' view of the yvanes of the device illustratedin Figure 51;

Fig. 53 is a sectional view of a device wherein reverse is obtained bymeans of swinging vanes;

Fig. 54 is a sectional view of a transmission having two guide wheelchannels, one of which is adapted to give a reverse drive;

Fig. 55 shows a two stage device for high gear ratios; Fig. 56illustrates diagrammatically the vanes; Fig. 57 represents the clutch ofthe device of Figure 55.

Fig. 58 shows another two stage device.

The invention will be fully understood by referring to the accompanyingdrawings forming a part of this specication, in which:

Figures 1 and 4 illustrate a form of my turbine torque converterequipped with a radial turbine runner with one set of vanes,-an axialimpeller andv a. guide wheel, each Withtwo sets of vanes. The device isalso equipped with a change speed gearl transmission for reversingpurposes, and with a pump which circulates fluid.

The numeral 50 indicates a iiuid-tight stationto which a cover 5l isfastened by bolts 52. The casing 50 is rigidly secured to a fly wheelhousing 53 of a power engine by means of screws 56. The casing 56 has astufng-box 55 and a ball bearing 66 for a driving shaft 5i, which shaftis secured by means of a spline 58 to engine crank shaft 59. The splinepermits relative longitudinal movement, but prevents any rotary movementto facilitate manufacturing and installation of the device. The crankshaft carries a. fan shaped fly wheel 60 by means of bolts 6i. The ywheel blows cooling air against the casing 50.

Mounted on the shaft 51 by bolts 62 is an impeller assembly comprisinganimpeller shroud y jecting'into a slotted opening 1I in a ring 12.

Each of the springs 68 or 69 is located between a portion 13 of the ringand a portion 1B of the web 65. A series of these springs may beemployed. In the operation of ,this device, when the fluid pressureagainst the vanes 61 increases at light loads, the spring 69 iscompressed while the spring 68 is elongated, and each vane as a Wholeturns about its pivot, and its entrance angle is therefore decreased.See Figure 15N. All of the vanes must turn simultaneously around theirpivots since they! are connected by a common ring. Every position of thering corresponds to a certain inclination of all the vanes 61. At heavyloads fluid pressure diminishes due to the action of the guide vanes,and the entrance angles of the varies 61 increase. See Figure 15M. g

Pitch p and height h of the vanes in each set is determined according tothe deflection reiliary rectifylng vane 18A" in this way the flow isdlquired in each particular set of vanes (for dennition of terms "h andp see Figures 15N and 16N). centerline of the vanes (angle b) must be atan angle to the direction of the incoming fluid (angle b).

Figs. 15A and 15B are perspective views showing modiiied forms of thesame vanes, wherein vanes 84A and 84B ar'e fixed vanes and 67A andBIB'are spring type regulated vanes. The height to pitch ratio and thenumber of discharging vanes is selected so that the uid will generallyfollow the vanes, but at heavy loads the effective discharge angle ofthe impeller vanes is smaller (to tangent), and at light loads theeiective discharge angle is larger and practically equal to vane angle.The result is as if the impeller vanes are flexible, the impeller isunloaded at heavy loads.

Runner assembly in Figure 1, see also Fig. 2, 16M, 16N, 18 and 19consists of: aweb 15, a shroud 16 and rivets 'il fastening the shroud tothe web. Each of the spring-regulated vanes 18, 18A, 18B (of differentlength) is provided with pivots 19, and with a finger '8| projectinginto an opening 82 of a common ring 83, which is rotated by a spring 84located between portion 85 integral with the ring 83 and portion 86 ofthe web l5.

In operation, when fluid pressure against the vanes i8 increases atheavy loads spring 8B compresses, and each vane as a whole turns aboutits pivots 19, 80 and its entrance angle increases, see Fig. 16M. Atlight loads, however, uid pressure diminishes, the torque of the runnerdecreases, and the entrance angle of the vanes i8 decreases, Fig. 16N.

The runner assembly as a whole is secured to a driven shaft 8l by meansof a spline 88 and a nut 89, which shaft is supported by ball bearings98, 9| using nuts 89 and 92 to restrict relative end motion, and isintegral with a main drive gear 98. Pivots 'i9 and 80 are provided withslots 94, and are welded or brazed to the vane 18, see Figs. 18 and 19.Design of the nger 8| is the same as shown in Fig. 19 for pivots. It isto be noted that the runner vanes are. divergent at heavy loads, Fig.16M, in a manner similar to the stationary guide vanes used on turbinepumps for changing the water velocity into pressure; the angle C isgreater than At light loads, however, the runner vanes are convergentand therefore are similar to water turbine vanes, Fig. 16N; angle C isless than 90 deg.

Figs. 16A to 16L illustrate alternative constructions of turbine vanes,(it is apparent that the same or similar construction can be used forthe impeller or the guide vanes). Vanes in Fig. 16A have a flat portionB'C on face side to keep the fluid toward the back of adjacent vane atthe point of sharpest curvature. One shorter auxis located between twomain vanes 18A; vided into two streams by each vane 18A" at the inlet,but both streams unite after being rectified so there is no additionalfriction to resist the flow in the narrow outlet channels. The streamcoming out of the channel forward of the vane 18A" flows into theboundary layer on the main vane 18A' and imparts the fresh momentum tothe particles in it which have been slowed down by the action ofviscosity. Due to this energy the particles of fluid do not break awayfrom the main vane 18A'.

'I'he main vanes 18A are provided with small ducts` 123, which join thehigh pressure space at the nose of vanes, with the low pressure space atAbut part BC of the the5back of the same vane. By means of these ducts.the pressure is equalized so that the tend ency of the streamlines tojump over as well as to leave the backs of the vanes is prevented.

In Fig 16B portions AB, CD, DE are of conventional design, part AF isespecially long and easily curved back so fluid can follow even if thestriking angle is small. Part EF has sharp curvature adjacent vane beingalmost straight forces fluidlagainst the back of the vane, so that nodead space witheddy currents can be created. Two auxiliary vanes, onelonger and one shorter, located in the vicinity of sharp curvatire forcefluid against the back of main vanes 'l B'.

Fig. 16C shows the small vanes `located in front in reference to theflow direction and a little back in reference to the direction ofrot-ation of main vanes. 'I'he auxiliary vanes 'IBC' prevent theseparation or breaking away of streamlines from the main vanes 18C. Whenthe angle of ow at the' entrance is too great the change in the flowdirection is too great at the inlet into the main vanes, and the flowdoes not follow the walls but breaks away from them. The flow comingfrom the auxiliary vanes 18C' flows into the boundary layer on the backside of the vanes 18C and imparts fresh energy to the fluid in theboundary layer which has been slowed down by the action of viscosity orinternal friction of the uid. When guided in this manner the particlesdo not break away from the walls.

In Fig. 16D two sets of spring vanes lllD and lD Work in series and arebalanced by weights l8G, l8G'; at high speeds they fold into one vaneshape; at low speeds vanes 18D guide fluid so it cannot leave backs ofvanes 18D.

Fig. 16E illustrates relatively thin vanes 78E, with auxiliary vanes18E' inserted between main blades in the place of sharpest curvature,this in order to increase guidance in the widest space l between thevanes, to prevent turbulence and dead space.

Vanes shown in Fig. 16F, H, I, K and L are other alternative designs toprevent turbulence when the impact angle of fluid is not correct. InFigure 16F comparatively few main vanes 'IBF are used while a greaternumber of rectifying auxiliary vanes 'IBF' are employed. Further, theauxiliary vanes 18F' are of varying length. Figure 16K has an auxiliaryvane 78K' which is used between two main vanes 78K. The entrance edge ofthe auxiliary vane 18K' ls further back behind the entrance edge of themain vanes, to prevent too sudden a restriction of the ow in itspassage. In Fig. 16I the main vanes 781 are spaced and designedsimilarly'as in water turbines, their number being small, because theyreceive the fluid, as in water turbines, at proper angle, the flow beingrectified by a large number of entrance vanes 181.

It is known from experience that ratio of radial height h to pitch p ofthe vanes cannot be too small, otherwise the guidance of the vanes isnot sumcient. The height h of the vanes is measured in the direction ofradial flow for radial vanes, and in the direction of axial flow foraxial vanes; see Figures 15N and 16N.

In order to prevent eddy current losses I insert a plurality of shortvanes between the main and long vanes. The main vanes (compare Fig. 161)have H/P ratio between .5 and 3 and are substantially cell-shaped, i.e., a trajectory drawn at the end of one vane and perpendicular tostreamlines intersects the next vane. The trajectory TT drawn at theentrance of a main vane 181A and it t zo between the l cent to the backof a main spaced as if they were independent the trajectory TT drawn atthe end of the main vane 181B 'of Figure 161. The space betweentrajectories 'I'I and T'T and vanes 181A and 181B is called a cell,hence the name cell-shaped vanes.

Regardless of this h/p ratio for the main vanes, which proved to becorrect and efficient for steam and water turbines, as shown in Fig.16G, eddy currents and turbulences between blades cause substantial1osses because in the turbo transmission the relative angle of incomingfluid is very seldom parallel with the entrance portion of the vanes.AIn Fig. 16G four streamlines are drawn: Nos. 2, 3, 4 are deflectedbetween the vanes but .leave a large space of dead fluid between thestreamline and the back of the front vane. No. 1 streamline, being underthe pressure of 2, 3, and 4 deviating streamlines, jump over the nose ofthe second vane and flows second and third main vane. Very high velocityis developed when a streamline has to jump from one space into anotheraround an edge of comparatively great curvature, and consequently energylosses are great. This, however, can be prevented by inserting a numberof auxiliary. short vanes between the main vanes (Fig. 16H) or in frontof the main vanes (Fig. 161).

These short vanes, having vgreater deviating power than the main vanesbecause they are spaced closely together, deflect the streamlines atonce at the entrance end of the main vanes and prevent ldead fluidspaces, turbulence and eddy .currents as well as jump over ofstreamlines from one space into another, see Fig. 16G. In Fig. 16Hlonger vanes 18H' are located adjavane 18H, so the streamline is forcedto follow. the back of the main vanes, while shortest auxiliary vanes18H `are located near to the face of main vanes, to

force uid to follow backr of adjacent auxiliary vanes, and also toprevent excessive pressure of streamlines 1, 2 and 3 on the face of mainvanes which causes jumping over of stream. This arrangement causes theflow of uid to be entirely orderly between the main vanes, and due tothis,

fluid is deflected to a greater extent, without being throttledunnecessarily by long vane ends having small angles and creating muchfriction. The result is just as if the entrance angle of the main vaneswere correct, i. e., parallel to the incoming streamlines, consequentlya small number of main vanes.can be used as in water turbine practice.

The only condition is that short vanes must rectify completelystreamlines and make them parallel to the main vanes. Auxiliary vanestherefore, must be spaced as if they were independent sets of vanes, andtheir ratio of h/p must be also between .5 and 3; preferably their ratioh/p should be equal or greater than H/P of the main vanes. The inventionuses, therefore, two sets of vanes, auxiliary or rectifying vanes, andmain vanes, both sets designed to perform their purpose independentlyfrom the other set. The auxiliary vanes can be located either betweenthe main vanes or infront of them. The same applies to semi-free vanesand spring vanes. I have tested many different constructions anddiscovered that they must be sets of vanes. In Figure 17A two sets ofvanes 98D and 98C work in series, but they can fold into one hydrofoilvane. In Fig. 17B is one semi-free vane SBF per each main vane 98E. Thisarrangement would be sufficient if the entrance angle were correct, seearrow (full line). As soon as the entrance angle is incorrect, seedotted arrow, number of semi-free vanes becomes insufficient, due tolarger deviation to be accomplished, and additional vanes must be added(shown dotted), otherwise turbulence results.

In Figures 15M'. and 15N the vane entrance angle equals b, while fluidentrance angle is and first row of vanes must be spaced so the ratio h/plies between .5 and 3. which limit holds for any correctly curvedvvanes.

Due to the double curvature of the fluid chane nel, any adjustablevanes, semi-free vanes, or spring vvanes can be of only short length andtheir guidance is therefore limited. Were angles b and b the same, therewould beno sudden change in the streamlines direction at the entrance ofthe vanes, and the vanes 66 and Gt could be designed as one vane pointof guidance. When, however, the ow angle b is smaller than vane angle bthen: (a) the angle of deflection is increased; (b) the turbulencebetween vanes is created; and (c) iiow is not streamlined parallel withthe vanes, therefore not rectified at the point of entrance in thesecond sets of vanes. a, b, c require better guidance which can beobtained when th ratio h/ p lies between .5 and 3. In turbine practiceusually the ratio is about .75. It can be seen in Figures number ofauxiliary vanes is greater than the number of main vanes, simply becausethe flow must deviate more quickly at the entrance to the vanes thanbetween the main vanes. 'Ihe curvature is therefore increased so thatthe guidance of the ow may be more effective. It is true that efficiencyof impellers', runners or guide wheels isimproved when semi-free,spring, or other auxiliary rectifying vanes are adapted in the design.Increase in efciency, however, can be obtained only when the auxiliaryvanes are spaced according to the ratio h/p lying between .5 and 3. Y

It is only natural that higher ratio h/p must be used when difference inentrance angles of fluid and vanes is greater, and smaller ratio can beselected when the difference is less.

This discovery also explains, why it is wrong to use sharp curvature onone part of a vane while the rest of the vane has easy' curvature.Whenever in any part of the vane curvature increases, the h/p ratioshould' be increased in the same proportion, otherwise the uid does notfollow the back side of the vanes and eddy currents with turbulenceresult.

A characteristic combination of features of the blades in the inventionis, that each individual vane is of hydrofoil shape; that the h/p ratioof each set of vanes must be between .5 and 3, regardless how many setsare used; that auxiliary or rectifying vanes are interposed between maindeviating vanes or they are located in front of the main vanes; thatmain vanes are to deviate fluid only to such degree as if the fluidentrance angle were correct, that the deviation of the main vanes is notonly orderly but more effective due to the fact that streamlines areparallel with main vanes, see Fig. 16H; that shortest auxiliary vanesare only about half as long as the main vanes, preferably shorter; thatthe back side of vanes is a parabolic curve with decreasing curvature(increasing radius of curvature) while the front from the stand- 15M and15N that the' These three items side is a straight line connecting theblunt nose of the vane with the part where its tall fluid more againststarts, this in order to force, the back side of the forth- -comingvane.

'I'he advantage accruing from the present invention of blading, suitablefor variable speed transmission, lies in the fact that it can receivefluid from any direction, that it allows of a very small exit angle anda corresponding increase in angular momentum, with reduced wetted areasand frictional losses. With the same circumferential pitch of the newblading, the radial height h. may be materially reduced. Furthermore,there may be a reduction in the number of large, main vanes, whichresults in decrease in the manufacturing cost and size of the machine.

Guide vane assembly, see Figures 1, 4, 14M, 14N, 17M and 17N, rigidlyattached to the cover includes: a web 95 integral with the cover 5|. ashroud 96 fastened to the web by bolts 91, each carrying aneccentrically pivoted entrance yieldable vane 98, 99A, 98B and bolts 99,each carrying an eccentrically pivoted main gate |00. Each entrance vane98 has a finger 0| which projects into a ring |02 and is operated bymeans of a spring |03 in exactly the same way as the runner vanes areturned. All vanes must rotate simultaneously being connected together bythe common ring.

'I'he stronger the fluid pressure, the more the spring is compressed atheavy loads, Fig. 17M, and the entrance angle loads, however the angle Bis small (Fig. 17N).

In reference to the entrance guide vanes 98, see Fig. 3|, it is to benoted that the fluid enters in the vanes at an angle X which equals 90deg. in Fig. 34, to the axis of vane rotation which is the bolt 91. Thefluid leaves, however, at an angle Y, to the axis of rotation, which isconsiderably smaller than the angle X. Whenever the vane 98 changes itsactual entrance angle B by a certain amount, while turning about thebolt 91, the resulting change in discharge angle C is also considerablysmaller than the change in the angle B. As may be seen from the drawing,when angle Y equals zero, the change in angle C is also zero. If theangle Y were equal to 90 deg., any change in the angle B wouldcorrespond to the same change in the discharge angle C. This is adesirable feature because the angles of the guide` vanes, upon enteringthe uid vary much more Ythan angles of the discharging iluid. Fig. 17Aillustrates an alternative design of guide vanes wherein the rst set ofvanes 98D are yieldable vanesl balanced by weights 98E (as used in Fig.

55), the second set are stationary vanes 98C.

At high speeds both of the vanes fold together and form in effectsubstantially one vane. At low speeds, vanes 98D guide fluid in such aWay that it cannot leave the backs of vanes 98C, and no turbulence canbe created.

The main gates 00, Figures 14M and 14N, are also pivoted at theirleading edges, adjacent to the outlets from the entrance guide vanes andcan adjust themselves, at light loads only, to the direction of fluidflow so that fluid ows through the gates without shock o-r impact, seeFig. 14N. Each vane |00 has a finger |04 projecting into an opening |05of-a common ring |06. 'Ihe ring has several internal teeth |01, see Fig.4; meshing with a spur gear pinion |08 integral with a shaft |09supported by the cover 5| and carrying a pedal lever ||0. Pinsprojecting into the gates channel serve as stops and the limit movementof the gates in one direction, see position L (low speed) in Fig. 14M;lThe position D (direct B increases; at light` drive) in Fig. 14N is thelimit of gates inclination in the other direction, where discharging tipoi.' one gate vane touches inlet end of the next gate vane. Position Hbetween L and D is for high speed when the impeller and the runner arenot locked together, and when the device works as a turbine clutch.

The ring |06 is supported by the cover 5|. All of the gatesv |00 mustrotate simultaneouslyl around their pivots because all of the fingers ofthe gates are connected by the common ring. and every position of thering corresponds to a certain inclination of the gates. y

By means of a pedal lever ||0 the driver of the vehicle can unload theimpeller and speed up the engine as much as desired, because it ispossible to change the inclination and channel area of the gates, sothat the discharge angle of the gates corresponds to a certain quantityof passing fluid. It is thus possible to return more energy to theimpeller when desired. By means of this pedal it is also possible tostop the ilow of fluid entirely, see Fig. 14N dotted, in the same way ason Water turbines. 'I'he purpose of this pedal is to obtain additionaltorque and acceleration of the vehicle, whenever desired.

This turbo-transmission of itself does not provide a reverse motion. Toreverse the direction of movement of the vehicle a reverse gear is used,which can be equipped with a supplementary train of gears to afford anextra low gear ratio for emergency use if desired.

The cover 5| serves also as a case for a change speed gear, which cantype in Vwhich a sleeve is shifted by foot pedals of my ownconstruction. A third shaft ||2 is supported by bearings ||3 and ||4.The bearing ||4 being held in position by a nut H5, is carried through apacking HB in a small `cover ||1 fastened to the transmission case bybolts H0, and is provided with a spline fitting ||9 for the attachmentof a propeller shaft flange for a vehicle drive.

The gear 93 meshes with a gear |24 carried by a countershaft on ballbearings |26, and |21 secured in the case 5|. The countershaft carries aspacer |20, a gear |29 for reverse and a gear |30 for emergency low sed. The gear |29 meshes with an idler gear |3| and this in turn meshesconstantly with a gear |32 revolving on a sleeve |2| and held by plate|22, both sleeve and plate being pressed on the third shaft ||2. Theshaft 2 carries also a sliding gear 33 shiftable axially on a spline|33A by a fork |34 secured to a shift rod |35. This gear when shiftedforward, meshes with a gear |30 and is to be used for emergency.

The end of the countershaft carries a small pump impeller |36 secured bya nut |31 and the same end of the case carries a storage chamber |39.This pump is for circulating and pumping the working fluid in thetransmitter.

The synchronizing clutches This mechanism synchronizes the runner shaftwith the third shaft by means of friction in moment just before thegears are locked by jaw clutches. The device, embodied in the geartransmission, allows easy shifting from forward to reverse and viceversa without the necessity of bringing the vehicle to a complete stopbefore the shifting can be effected, as is necessary when shiftingordinary gear transmission into reverse,

without danger of clashing gears or otherwise pressure into the head.

gage the teeth |53.

damaging the transmission. Because of the viscosity of the uid, there isgenerally some drag of fluid present in a uid converter which makesshifting in reverse dimcuit, especially in cool weather.

These novel and useful features are obtained through the use ofsynchronizing friction clutches, which are located between the forwardgear 93 and the reverse gear |32. As may be seen from the drawings, theforward end of the third shafthas a spline |40, and carries a slidinghead |4|. This head is equipped with two male cone clutch members |42and |43 fastened together by rivets |41. Engaging with the cone clutchesare corresponding female cones |44 and |45 pressed on gears 93 and |32,see Figs. 5, 8, 9, 10. A toothed-seleeve |46 is slidable on the head andis operated by a shift fork |48, and secured to a shift rod |49,supported by a gear transmission cover |50. The teeth |5| and |52 of thesleeve |46 project through openings |55 and |56 in the members |42 and|43 and t in corresponding internal teeth |53 and |54 on the clutchmembers |44, |45. Carried within the head is a series of balls |51,yieldingly urged by springs |50. There is a groove |59 on the inside ofthe sleeve to receive the balls |51.

In order to move the outer sleeve axially, it is` necessary to push theballs |51 against the spring The resistance created by the balls causesthe head to slide along the splines on the third shaft, into engagementwith the mating cone, then moving forwardI` the cone |42 engages thefemale cone |44 on the main drive gear to synchronize the second shaftand the third shaft to enable shifting into forward. As soon as theballs have been lifted out of their groove |59, the outer sliding sleeve|46 can travel on forward until the teeth |5| en- Shifting into reverse,of course, is similar; first the cone |43 engages the female cone |45,then the balls are lifted out of their groove and the teeth |52 engagethe teeth |54.

The ends of the teeth on both of the clutching members are chamfered tofacilitate engagement. The synchronizing clutches make an easy shift, byconnecting the second and third shaft just before engagement of thejaw-clutches, because there is considerable inertia of the runner andthe drag of the iiuid to overcome to eiect the engagement. Without thesefriction clutches it is impossible to shift when starting in coolweather, because a cool engine must operate at slightly increased speedand cannot slow down properly, and the drag of the cool uid is. maximum.

The shift rod |49 has a pin |55 engaging a fork |56 of a lever |51pivotally supported by a stud I58secured to a gear transmission endcover |I1. The lever |51 has two pins |59 and |60, carrying rods |6| and|62. The front ends of the rods are pivotally connected to pedal levers|63 and |64 equipped with pedals |65 and |66. In this way, when pedal|65 is pressed forward, the rod |6| pushes the pin |59 backwards, and

the lever |51 pushes the shift rod |49 and the shifting sleeve |46forward, and vice versa. When operator steps on the pedal |66, thesleeve |46 is shifted in reverse. The pedal lever |64 has a short lever|61 which operates a connecting rod |68, which in turn operates a lever|69 operated by the pedal lever H0.' Whenever the operator steps on thepedal |66 or |65 the connecting rod |68 pulls the lever |69 down andopens the gates |00. In this way the gates stay opened at reverse or atforward speed, but they are closed when the gear transmission is inneutral, as shown in Figs.` l and 2, whenever the gear transmission isin neutral, the turbo transmission is also declutched. l

In Fig. 4, I have illustrated the relative positions of the acceleratorpedal, marked A, and the booster pedal ||0. These pedals 'areclosetogether and can be both operated by the same foot of the driver, orseparately. If desired, both pedals can be pressed down at the sametime. Pedal ||0 is shown in depressed position, at which time the gatesare closed.

On long trips and at high speeds, it is an advantage to connect therunner directly to the impeller for direct drive. This is accomplishedby a centrifugal clutch, Figs. 11, 12, 13, the runner web 15 beingformed with two inner 'cams |10, each adapted to be engaged by a roller|1|,

under the control of centrifugal force of the weight |12 carried by afork |13, pivotally supported at |14 by the runner web. The deflectionof this centrifugal governor is counteracted by a'" spring |15,supported by a pin |16. i

In the space formed between the cam |10 and the impeller 65 are anotherset of rollers |11 and |18 adapted to engage with an inner cam |19,whenever there is any tendency of the second shaft to overrun theprimary shaft 51, i. e., when the inertia of the car 'tends to make ittravel at a higher speed than that corresponding to the engine speed.This action operates'to save regular brakes of the car, for the enginecan be used as a brake on long steep mountain grades. This is desirablein view of recent legislation in certain States which provides that theengine must be adapted to be used as a brake. The rollers |11 and |18are constantly under the pressure of a spring |80 by means of a guidingblock |0|. The other end of the spring is supported by the fork |13.

In operation, when the runner shaft tends to overrun the engine shaft,the cam |19 produces a wedging action upon the rollers |11 and |18;creates friction between the rollers and the impeller web and transmitsthe turning moment directly from the runner to the impeller. On thecontrary, at normal and heavy loads the impeller rotates faster than therunner and no wedging action can occur.

In operation, when the runner rotates at slow speed, the spring |15maintains the roller |1| out of engagement with the impeller web, sothat no torque can be transmitted from the impeller to the runnerdirectly. Y- At very high speeds of the runner the centrifugal force ofthe weight |12 overcomes the spring |15, rotates the fork |13 about itspivot |14 and brings the roller |1| into engagement with theimpellerlweb. The cam |10 produces a wedging action upon the roller |1|,creates friction between the rollers and the impeller, and transmits theturning moment directly from the impeller to the runner, consequentlythe engine operates the runner shaft directly and the primary and thesecondary shafts become locked together.

When the primary and secondary shafts are locked, the centrifugal forcetends to circulate the fluid in the opposite direction (workingdirection is marked by an arrow in Fig. 1 because the inlet of theimpeller is of larger diameter than the outlet of the runner, and theimpeller being of substantially axial type. This tendency of the uid tocirculate in the opposite direction closes the gates |00 immediately asshown in position D in Fig. 14, and anffurther fluid circulation ceases.In this way all the hydraulic transmission losses are eliminated, atdirect drive. Whenever the runner speed decreases below a certainpredetermined speed, the spring |16 disengages the roller and the devicebecomes a torque converter again'.

For balancing purposes, a number of openings |80 in the impeller web,and |8| in the runner web are provided, in order to equalize thepressures on the right and left side of the webs. In order to decreasethe short circuit losses through these openings, small clearance spaces|82 to |86 are provided.

Because of eiliciency of the drive on long nonstop trips, it is anadvantage to eliminate the action of the gates |00. Without influence ofthese gates my torque converter becomes a mere clutch, where torque onthe secondary shaft is at all times equal to torque of the primaryshaft, which gives the advantage of direct drive efficiency. Turbineclutches have efliciency up to 98% according to actual measurements. Theelimination of the gate losses is accomplished in this inventionautomatically under the control of fluid. This is an improvement overthe device described in my patent application Serial No. 475,278, filedAugust 14, 1930, where the elimination of the gate losses is effected.In the present invention the discharge angle of the runner vanes isselected such that the direction of flow at iight loads through thegates lies between the positions D and L of the gates, see Fig. 14.'I'he eccentrically pivoted gates in position H are free to adjustthemselves to the direction of the duid, so that fluid passes throughthe gates without shock or impact.

Whenever additional torque is required, the runner slows down and theiiow increases, the direction of the flow through the gates increasesvits angle, consequently the gates turn about their pivots until they arestopped by the pins and the torque increasing function of the gatesstarts automatically, and the device becomes a torque converter again.

The casing must be completely lled with a fluid, which may preferably beoil. Leakage is prevented by stufng-boxes and |90. Means for deliveringfluid to the casing at all times during operation are provided.Stuing-boxes consist of sleeves |9|, |92 discs |93, |94, springs |95,|96, packings |91, |98 which all revolve with their shafts and in thatway diminish the wear of packings, which results in long life ofstuiiingboxes. Each stuiilng-box is provided with an oil collectinggroove |99, 200 to which is connected an oil drain pipe 20|, 202 whichempties in a larger pipe 203, which in turn runs into the storage vessel|89. Any oil which passes packing in a stuffing-box is drained intodrain pipes and then into the storage vessel; this vessel serves also asa reserve tank for working fluid of the converter.

The mechanism which delivers iiuid to the casing 50 consists of animpeller |36, pipes 204, 205 check valves 206 207 cooling coil 208, oilpressure gauge 209, to indicate the uid pressure while in operation andlocated on the car dash. The reserve tank is also equipped with a float2|0 to indicate quantity of fluid in the tank at standstill, and aliller opening 2| I; height of the opening determines the level of thefluid in the storage chamber. The cooling coil 208 is located in a waterjacket 2|2. Main iiuid casing 50 is gclninected with gear box 6|byvmeans oi holes It will be seen that the gist of my invention consistsbroadly in the provision of certain means adapted to set the driving,the driven and the` with the gear transmission versing.

All the vanes of the converter are ca Dable of operation at innitenumber of angular posito 47 incl.; the

for impeller and runner for heavy loads in full lines, and for lightloads in dotted line. Runner gages 210-2l3 are balanced by weights 270A-and is energized in theV usual than the vanes 214. vanes' 218 act insimilar way, until the fluid enters the nxed vanes 32| way. At highspeeds, however, the velocity of the fluid has only a smallcircumferential component, due to diminished fluid circulation, and thefluid passes across the face of the vanes 214 which are restrained frombackward movement by the following vanes 215. The vanes 214 consequentlyenergize the fluid at light loads, and function of the vanes 215 and 216is similar. Runner vanes 210 to 213 act in a similar way but opposite.At light loads these vanes are not active, but at heavy loads the runnervanes 218 to 213 absorb energy from the' iluid.

The fluid passage 330 and a series of'openings` 33|l arefprovided inorder to equa ize pressures in spaces 332, 333 and 334 and to lanceaxial thrusts of impeller and runner. It is to be notedl that the guidevanes 288 are round at the entrance edge. This is of advantage becausethe entrance angle of the uid into these vanes varies. Guide vanes 298,290A and 290B are of the same design as the vanes in Fig. 16H and theirfunction is similar.

To obtain reverse speed and emergency low forward speed, a planetarygear transmissionis combined with the turbine transmission. 'I'hisreduces the necessary size of the turbine torque converter and increasesits efficiency, for the turbo-device `can be designed for average ingconditions and not for the extremes. A web 335 carried by the secondaryshaft 233 serves as a pinion carrier and driving member, and is providedwith a series of lateral studs 336 secured into it which carry pinions331. Gear 338 is the driven member, being rigidly secured to the hub ofa clutch drum 339, hich in turn is secured to the driven shaft 348. Byapplying a brake band im 34| to a drum 342, gear 343 is held stationary,

pinion 344 rolls on it, and the smaller pinion 345 causes the gear 338to turn slowly in the same direction as pinion carrier. By applying abrake band 46 to a drum 341, gear 34s is held stationary. Pinion 349rolls on it, and the larger pinion 345 turnsgear 338 slowly in thereverse direction. For direct drive a friction clutch locks the clutchdrum 339 to a tail shaft 350, and the entire gear mechanism rotates as aunit. The friction clutch is composed of three discs 35|, 352 and 353,which are kept in contact and proper driving relation by means of aheavy spring 354. The emergency low and reverse speeds are obtained in aconventional manner by tightening the external contracting clutch bands.High speed clutch plate 352 drives the drum 339 by means of disc 35| and353. Disengagement of high speed clutch is accomplished by means of aclutch release fork 355 mounted on a clutch lever shaft 356, the forkshifting a sleeve 351 and to release pressure of the spring 354.

Basically the device in Figs. 35, 36 ls a combination with a planetarygear transmission of a. turbine torque converter comprising a pumpimpeller, a turbine runner and a guide wheel included in a circuit foruid. The vanes of the impeller and the runner being pivoted near theentrancev edge with the exit edge overlapping the entrance edge of thefollowing vane so that the pivotal action is restricted in the directionvtowards the following vane but unrestricted in the opposite direction.Some or all impeller vanes can be provided also with stops, to limit thepivotal action of the vanes also in the other direction.

Fig. 37 illustrates a reversible turbine torque converter having aturbine runner equipped with two passage rings 368 and 36|. Ring 360 hasvanes designed for'forward speed, and ring 36| has vanes designed forreverse speed, compare with Fig. 43 for shape of vanes for forward andreverse. Any number of rings can be provided each for different speed.The runner is axially shiftable on a spline 382 of a driven shaft 23|,bringing either-.of passages 380 or 38| into operation.

runner and a guide wheel, the runner being pro-- vided with a pluralityof passage rings.

At high speeds a centrifugal clutch |-31 locks the guide wheel to theimpeller, and the device changes into a clutch. The clutch ||31 isillustrated in Figs. 11 and 12.

The apparatus illustrated in Fig. 38 is a combination turbine torqueconverter with a mechanical clutch. A driving member 365 is secured to asecondary shaft 232, and a driven member 366 of the clutch is splinedand mounted on a third shaft 361, a spring 368 operates to force themember 366 into engagement. It is apparent that a mechanical clutch canbe attached to the primary shaft as Well as to the secondary shaft.

The form of the invention shown in Figs. 4l, 42, 43 is a reversibletorque converter comprising,

. a guide wheel with vortex chamber 560, an im- Vanes of the runner arepeller and a runner. pivoted at 310 and each vane 293 has a pin 31|which meshes with an oval opening in. a ring gear 312. The gear isprovided with internal helical teeth 313 which are in mesh with ahelical pinion 314 carried by an axially shiftable sleeve 315 which canbe shifted by means of a lever 316. The lever 316 can, be operated by ahandlever 316B or by a rod 316A, which in turn can be operated by apedal 318. The pedal is rotatable on a pivot 319 and can be moved in twodirections. I n one direction it presses on an accelerator A, and in theopposite direction it presses on the rod 316A. The sleeve 315 rotateswith secondary shaft 233 being secured thereto by a key 311. Inoperation, when the pinion is moved longitudinally, the ring gear mustrotate about the secondary shaft as its axis; the ring then rotates allof the vanes around their pivots 310 simultaneously. The vanes then takethe positions H (high), L (low), R (reverse) or any intermediateposition, see Fig. 43. The device is a reversible turbine torqueconverter comprisa turbine runner and a guide wheel, the vanes of therunner can be manipulated to be deflected in different directions, so asto vary the speed and the direction of the runner.

Similarto this device is a reversible torque converter illustrated inFig. 44. Each runner vane 294 has a pinion 368 meshing with a commonring gear 38| axiallyshiftable by means of a lever 382, operatable by ahand lever 382A or by a pedal 382B.

Considerable increase in power transmitting capacity can be obtained bydesigning a twostage torque converter, as shown in Fig. 45, comprising atwo-stage impeller, a two-stage runner and a guide wheel, the vanes ofthe impeller, the runner and the guide Wheel being pivoted and adaptedto adjust their inclination.

A uid tight guide wheel housing 3|5 can be locked to a stationary casing3|6 by means of a 'ing a passage for fluid including a pump impeller, y

torque of the gear transmission can be transvanes. 'I'he lring 412l seeposition A of the 10l 35 of the usual single circuit. 'I'he drivingmember Basically the device of Figs. 51 and 52 is a v35 clutch ||48(illustrated in Figs. 11 and 12) in the iiuid and operates to disconnectthe rod 445B one direction on1y. At high speeds a centrifugal from theslot 55|A. .clutch ||45 (Figs. 11 and 12) locks `the im- Figures 51 and52 show a form with axially peller and the guide wheel. shlftable sing estage guide wheel with two pas- 5 i Fig. 46 shows a turbine powertransmission sage rings 410 and 41| interposed between the 5 unted onthe end of a gear transmission. The exit from the driven vanes and theentrance to mitted. guide wheel, is i'orl forward drive and has no InFig. 47 a water-cooled torque converter is vanes, while the ring 413 isfor reversing the illustrated, having an opening 384 for inlet 'andrunner, see position B" of the guide wheel, and opening 385 for outletfor the cooling water. 'I'he has vanes 451, 451A and 451B. The ring 410Ainlet and outlet may be connected to the car works as a return guidewheel with vane curva- 16 engine or radiator. Runner oi the device hastwo ture suitable for forward drive, and the ring 41| to 394 indicatethe driving shafts; 400 to 404 the housing 482. Rotary movement of thesleeve is 20 driven shafts, 4|0 to 4|4, the driving wheels sepreventedby a key 49|. Shifting is accomplished cured to the driving shafts,420-424 the driven by a fork 492. Semi-free vanes of the runner 441wheels mounted to the driven shafts; 430-434 are provided with two stops493, 494 see Fig'. 52, represent the guide wheels; 440-449 are semistops493 for forward. and stops 494 for reverse free vanes freely pivoted attheir leading edges Speed.

but equipped with stops to limit the angle of their When the guide wheel432 is shifted only half inclination; 450451, 451A, 451B (see also Fig.Way, 1'. e.. t0 position C, between positions A and 16H) indicate xedvanes; 480-484, 550, 55| B, it is evident that neither ring 412 nor 413can spring-vanes which function i s` similar as that neutral position,and the runner does not re- 30 having two substantially parallelcircuits instead mechanical clutch in Fig. 38.

40 casing, between this casing and housing 480 is a the entrance te therunner and a plurality 0f 40 one way clutch ||-48 of the sameconstruction passages between the entrance to the impeller as shown inFig. 11, to take the reaction of guide and the exit from the runner.vanes. l Fig. 53 illustrates aform in which, instead oi In a two stageconverter, as represented by Figs. Shifting the guide Wheel bodily. theValles 0f the 49 and 50, a single stage impeller wheel with vanes guidewheel are manipulated to be deected in 45 shape of vanes in the deviceoi Fig, 49. Full is interposed between the e'xit from the driven 50 55of the rst runner and the vanes of the rst guide guiding passages 414.415 being concentric as 55 48| is a one way clutch ||49, to takereaction vanes, while the passage 414 is used for reversing of the guidewheel. Between the housing 48| and must have reversing vanes. 'I'heseguiding 60 and the impeller 4|| is a centrifugal clutch passages receivethe outwardly delivered iiuid ||50 .as shown in Fig. 11, which locks theimfrom the driving member and guide it to the inlet peller 4H with theguide wheel 43| at a certain of the driven member. A stationary returnguide ed vanes 443 and 444 are counterbalanced by impeller, in order toincrease the gearing ratio of y weights 443A and 444A, which at higherspeeds the torque converter. The wheel l434 is freely correct the angleof said vanes. At heavy loads supported by shafts 394 and 404 but isprevented the guide wheel 43| Vis locked to the stationary from a rotarymotion by a projection 491 sliding casing 55| by means of a rod 445Bentering a in a groove 495 of the guiding passages 414 and 70 55|. Therod, loosely supported by a slide 43|A Figs. 55, 56, 57 illustrate aturbo transmission is operated by a crank 445A, which in turn is havinga driving shaft 600 with a disc 60| conoperated by a vane '445. At lightloads the vane nected to a disc 602 on a shaft 603 with a one 604equipped with vanes 605, 606

stage turbine 15 tern of the engine, the

of the same design as shown in Figures M and 15N, 15A or 15B; a drivenshaft 601 with a two 608, first stage with vanes 609, 6I0 and the secondstage with vanes SII, SI2 of similar design as shown in Figures 16M,16N, or in Figs. 16A, 16B, 16C, 16D, 16E, 16F, 16H, 161, 16K,'16L, and arotatable guide wheel 6I3 with two sets of vanes; the pivoted entrancevanes S I 4 are of the semifree type, having stops 6I4A, the dischargevanes lustrated in Figures 17M, l'lN or 17A, 17B. Spring vanes SI5 arepivoted at SI5A and are balanced by weights SIS. The weights put thevanes in the position shown dotted in Fig. 56 at high speeds, and thevanes function as driving vanes, while at lower speeds they occupyposition shown by full line and function as 'guide vanes. One or morevanes SI4 controls connec-v tion between the guide'wheel 6I3 and astationary housing SI1 in the following manner. The vane 6I4 is mountedon a shaft 620 carrying cranks 62| and 622 with connecting rods 623 and624 resp., looselysupported by guides 625, 62S resp., integral withguide wheel SIB. A spring 621 operates through the collar 1I1 to preventthe rod 624 from entering a slot SIS in the hub 6I8 of the stationaryhousing SI1. At heavy loads, however, fluid will deilect the vane 6I|4(Fig. 57) in the direction of the arrow which in turn forces the rod 624into one of the slots SIS, which results in connection of the guidewheel 6I3 to the stationary housing SI1, so the guide wheel can reactagainst the increased turning moment of the iluid at heavy loads. Atlight loads or at high speeds, when torque increase is not required, thevane 6I4 and the spring 621 overcome the friction, and the rod 624disengages from the slot 6I9 making the guide wheel free to rotate inthe forward direction. The device then functions as a single stage turboclutch.

At still higher speeds the centrifugal force of the weight 628 on therod 624 forces rod S23 by means of the crank 62| into a slot 630 in theimpeller hub 63|, which results in connection of impeller and guidewheel rigidly together. At the same time centrifugal force of the weightSIS turns the varies SI5 in position shown dotted in diagram Figure 56,so the guide wheel acts as an efficient impeller of much larger diameterthan the original impeller 604.

In this way the device functions as a two stage turbo clutch, thecapacity of the machine is increased, circulation of fluid decreased andconsequently emciency increased.

At still higher speeds, a preselective servo clutch S32 connectsimpeller shaft S00 and turbine shaft extension 601A making a directdrive, that is the impeller, the runner and the guide wheel then rotateas a unit.

Operation of the synchronized jaw clutch S32 is following: At certainpredetermined speed centrifugal force of a weight 633 engaging a 'ring648A (center line of the ring is identical with the center lineof theshaft 601) integral with a fork 648 rigidly mounted on a valve stem S49fastened to an arm 100 of the turbine shaft 601 by a pivot 10|, by meansof a fork S34 opens a double valve 635 mounted on a valve stem 649 andregulated by a spring 6315.v The valve connects a pipe 639 with a pipe638, which pipe is connected to manifold of the car engine (not shown)when vacuum is used for clutch operation. When oil pressure is used forclutch operation, the pipe 638 is connected to the oil sysbest is toconnect it to the SI5 of the same design as ildischarge end of theengine oil pressure pump, or it/can be connected to a pressure system ofany kind such as to a source of compressed air employed for theoperation of the brakes. The pipe S39 leads to a cylinder 640 equippedwith a piston 64I having a. piston rod 642 operating the clutch S32 bymeans of a collar 109 which in turn operates a circular cam 1I0 integralwith jaws 108. When a pressure is applied on the left side of thepiston| 64I or vacuum on the right side of the piston, rod 642 moves tothe right, pushes collar 109 and cam 1I0 to the right, which in turnlifts a bell-crank 1I I pivoted at 1 I2. The other end 1I3 of thebell-crank 1II presses on a disc 1I4. A disc 1I5 is positioned betweendisc 1I4 and the element 602, in mesh with a spline 101 on the shaftextension 601A synchronizes the shafts S00 and 601. Further movement ofthe piston rod to the right forces jaws 108 in mesh with spline 101making a rigid connection between the shafts S00 and 601. As soon aspressure or vacuum is released a spring 1I6 returns piston 64I to theleft side and releases the clutch S32. y

Pipe connection 105 connected to the left side of the piston is usedwhen oil or air pressure operates the clutch. As illustrated in Figure55A a connection 10S may be employed when vacuum operates the coupling.

Whenever double valve S35 opens pipe 639, it closes at the same time adischarge pipe 103 and vice versa. l...

Power of the spring 636 can be regulated by a hand lever S43 held in anydesired position by a pawl S45 meshing with a toothed segment 644. Thepawl is held by a spring 1 I8. The lower end 1 I 9 of the lever 643 isnot in contact with the stem S49, but there is a certain amount ofclearance so that the spring S36 could be adjusted to change thecompression thereof. The lever 643 is mounted on a fixed pivgt 643A.

Power of the spring of opening of the valve matically also by inertia ofupon the upper end of a lever 641. The lower end of the lever enters thefork 648 integral on the valve stem 649. Mounting of the weight 646 mustbe such that the higher the acceleration of the car or the steeper theupgrade, the greater the inertia force of the pivoted weight 646 is toclose the valve 635. The valve therefore opens only at higher speeds, sothat direct drive can be effected at high speeds only. Movement of thecar towards the left in Fig. 55 causes an inertia force to be exerted onthe weight S46 in the direction of the yarrow 124. Movement of theweight 64S is transmitted through the collar 648 to oppose the action ofthe governor weight S33 thereby restraining the governor from urging thevalve 635 in the opening direction and thereby delaying the clutchingoperation.

The speed of the vehicle at which direct drive commences can be variedat will, by moving the lower `end 1I9 of the lever S43, which increasesor decreases the pressure of the spring S36. The greater the pressure ofthe spring 636 the smaller the car speed must be when centrifugal forceof the weight 633l overcomes force of spring 102, spring S36 andcounteracts spring 102.

Further the greater the suction in manifold or the greater the oilpressure the less power it takes to open the valve and consequentlyshifting in direct occur early at lower speeds and the car in direct atlower speeds. At wide open throttle, the differential of iiuid pressurein the engine 635 is regulated autoa weight 646 mounted 636 and ofcourse the timel ity manifold. If oil pressure is employed to actuatethe piston 14|, the pressure being a maximum at high speed operates in asimilar manner. The volume of air supplied to a gas engine per second isequal to av, where a represents the area of manifold and "0 equals airvelocity; the weight of this air equals avK', where K is equal to thespecific weight of air. It is known that is a constant, i. e., duringisothermal expansion the specific weight is directly proportional to thepressure in the manifold p. Theweight of air is then'equal to avk and isproportional to vp. The weight of the air is also proportional to theenergy per second or to horsepower, then horsepower HP is proportionalto vp. (1)

Further the velocity "11 is in direct proportion to the engine speed,and "n indicates the revolutions per minute of the engine.

As known torque t equals HP 63000? then:

is proportional to I--P is proportional to gv-p equals p (2) FromEquation 1 it is seen that the horsepower of an engine is in thepressure in the manifold.

Equation 2 shows that the engine torque is proportional to the manifoldpressure Consequently the harder the engine works, the greater thetorque, the greater the manifold pressure, the more power it takes toopen the valve 635, and consequently the shifting in direct occurs laterand only'at higher speeds, and the car runs in "direct at higher speedsonly.

'I'he above equations are usually considered correct for practicalpurposes; if, however, efficiency of combustion and losses to the \waterjackets are considered; then the above equations are only approximatelycorrect. However, the discrepancy is very small within operative rangeand requirements. l

A reserve and cooling tank 65| equipped with a cooling Waterjacket 652,furnishes fluid to the impeller through pipe 654. Hot fluid from thetransmission enters in the cooling tank by a hole 653.

Integral with the turbine shaft 601 is a transmission gear 53A. The restof the gear transmission is the same as shown in Fig. 1.

It is of importance to note in relation to the device of Fig. 56, thateflicient turbo clutch operation requires that the number and angle ofimpeller entrance vanes be equal to the number and angle of turbinedischarge vanes, and vice versa.

Basically Fig. 55 illustrates a hydraulic power transmission having aclutch connecting driving and driven element, said clutch beingsynchronized and operated by power from the engine.

Fig. 58 illustrates a fluid device with an impeller 660 fixed to a shaft66|, a two stage runner proportion to the velocity a:Y

the impeller and the l 662 on a shaft 663 having spring vanes 664 andbalancing weights 665, the moment of these weights 'determining theinclination of the vanes according to the rotative speed of the turbinerunner for the centrifugal force of the weights, fluid pressure on thevanes and spring pressurethey all must be in balance, in the firststage, and semi-free vanes 666 and xed vanes 661; a guide wheel 668 withvanes 669 weights 618, and stationary housing Direct drive coupling is'operated pneumatically and/or at will. Piungers 612 with pistons 690 incylinders 614 located in the runner 662 can be pushed in holes 613 inthe impeller 660 by means of air' pressure created in a cylinder 611provided by a piston 616, which piston prevents entering of fluid in thecylinder. Pipe 61B connecting cylinders 614 and 611 has a valve 619equipped with a spring 680 and a solenoid 68|. means of centrifugalforce,- the' steel valve and stem 619 being a permanent magnet is underthe influence of the solenoid, which can act in the same direction or inthe opposite direction as the centrifugal force. In this way the valveopens at lower or higher speeds as desired. vElectric current comes tothe solenoid through an insulated wire 682, shown dotted,

, from a contact ring 69|, a rheostat, and a switch,

etc. (not shown), located on car dash.

Turbine'shaft 663 has a sun gear 683 meshing with a planet gear 684which in turn meshes with a ring gear 685 carried by a guide wheelcasing 668. Planet :gears 684 are rotatably mounted on a rotatableplanet carrier 686. A one way clutch 681, mounted on a hub of thehousing 61|, permits rotation of the planet carrier in the direction ofturbine rotation, but prevents its rotation in the opposite direction.

When starting, or at heavy loads, the guide wheel revolves in thereverse direction and its turning moment is transferred to the turbineshaft by the planet gears. At high speeds or at light loads, the guidewheel has a tendency to rotate in the same direction as the turbine,which is allowed by the one way clutch.

The plungers 612 are tapered, and when the plungers are forced in theholes 613, they,enter rst in a groove 692 and friction created bywedging action of plungers synchronizes rotation of runner, after theysynchronize the plungers enter holes and make solid connection to eiectdirect drive.

Whenever the speed of the runner decreases, centrifugal pressure of thecirculating fluid diminishes and consequently the air pressuredecreases. Air expands and drives the piston 616 to the right. 'I'henpressure of the spring 693 pulls the plungers out of holes 613 and therunner is uncoupled from the impeller In rference to design of vvanesused in these devices, they are illustrated in Figs. 15, 16 and 17. Itis of importance that any vanes deviating a uid should have a portion,where the flow angle is 90 deg., thickened so as to diminish the losseswhich would occur when the flow velocity is decreased, fromcircumferential to radial or axial. Exactly the same result can beobtained by gradual diminishing width of the flow channel Vat theentrance `in the vanes, making the channel narrowest in the place wherevanes are perpendicular to circumferential velocity as shown in Fig.16L. In this ligure the auxiliary blades are mounted between two annularshrouds 120 and 12|. 'Ihese shrouds are shiftable as a Whole 4with theblades in relation to main vanes balanced by

